TBI vs vortec

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preacherman

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I've been shopping around for a good vortec 350 for my 62 swap in my area with no luck. I did find a good low mileage TBI 250 Chevy out of a 94. I know this is a slightly easier swap but my question is, are good parts still available for the TBI swap? I am
thinking mostly the aftermarket needed parts like wiring harness etc.

Any other reason to not do the TBI??


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Less power, but much simpler. Tbi is very easy to diagnose, especially on the trail. You can see if its pulsing fuel or not. Parts are still widely available. In fact, you can get gen II small block parts anywhere. I'm pretty sure you can get an oil filter at the laundromat. Tbi has Lower fuel pump pressure too. OBDI is pretty stupid.

OBDII is more complicated but gives way more info when you do need to diagnose. Gen II vortec has some head cracking issues. Gen III vortec is more expensive, requires a few more special parts, and requires a PCM flash, but the power is worth it.
 
The bottom half of the TBI 5.7 is the same....as the other 5.7's generally speaking so what works from them regarding adapters works for the TBI. TBI is a simple setup and I think a good setup for an engine swap...very simple and very dependable.

Get every thing under the hood if you buy the TBI engine, air filter, all the accessories...etc.

Go look at the howell engineering web site.... and or painless web site for stand alone engine harness for the TBI. There is not much to TBI...that in part reduces its ability to make power...but also makes it very simple. You can delete the catalytic converter without any required mod or negative impact. I tried to find one for my swap but at the time was unable to source one and went with a vortec 5.7 because it was available.
 
I've put an awful awful lot of miles on TBI 350's(and a 4.3). Very simple and robust, but not powerhouses if you're looking for all out power.
 
I did a TBI swap about 4.5 years ago in my 60 and it has been fantastic. First time I ever did a swap or anything that in-depth and in about 4 weeks (couple nights and 2 weekends) it was running and through emissions. AC works great and its been extremely reliable. Much more so than my 2f ever was. I added up every little piece at one point and it was only about $3200 and that was with a built 4l60e.

Honestly I felt it was a great fit for the 60. It doesn't make the hp of the vortecs but it still hits over 300lbs of torque so it feels great off road and will run 80-85 down the highway with 35s all day long.

One huge advantage for me was how easy it is to smog. 1 o2 sensor and 1 cat keeps the cost and issues down.
 
go with the TBI....its a great engine to use for this type of swap. The power issue is not a big deal...you will have a far easier job of the swap and be out for less $$.
 
I was on a plan to put TBI on my 2F engine, but the engine was dying so I after I had purchased by MicroSquirt II Controller I determined I needed to put that on a shelf until I got a new engine installed.

Then I proceeded to to plan and build a SBC 350 from scratch. Started with a 1973 Chevy block, flywheel, rods and QuadraJet carb.

I have put GMPP Bowtie cast iron Vortec heads (I call them Vortec II heads - used for oval track racing in many areas) and rebuild the Q-Jet carb. Added to this is a Comp Cams 4x4 cam which is designed for torque and gas mileage - not high rpms. This configuration will be my initial starting point.

AFTER (and I stress after) I get this system launched, I want to play with the TBI system on this rig. The cam I installed will work with TBI but is definitely better than OEM cams. TBI Heads do not flow very well, whereas the Vortec II's DO flow well, better than the Vortec I's.

I will not be using an OEM wiring rig, but will make my own. In the build process I will have the required sensors that TBI needs and which are defined by the MicroSquirt system. I will need a fuel pump/filter as well. I will need to have it configured so I can swap back to carb when I want to with minimal effort.

The MicroSquirt is neat in that is Table Driven firmware and those tables are configured via a Laptop. For me this is okay as I am system software and embedded software engineer.

TBI is nice in that there is NO float and crazy 4x4 off road angles will not interfere with fuel flow. TBI can work upside down, though the oil system of a SBC will not.

They make a Spreadbore manifold to TBI adapter, thereby allowing for experimentation.

A TBI V8 will have more power than a 2F, but like it is pointed out, not like a Vortec. This thread is giving you options and their costs, so you can make your own design decisions based on what you want and what you can afford.

Of all things: HAVE FUN WITH IT, and research your options

Read my build thread listed in my sig for the scope of work I am buying in resources and time - but I researched all that before starting. It looked like fun to learn (and I am) and get something I want

Like Elbert says: TBI will work well and it is not too costly. Later you can put better heads on it (like a vortec) and bigger Thorttle Bodies,. There is a WHOLE set of blogs out there that play with TBI. And it is Chevy - lots of them in bone yards and after market.


dougbert
 
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norsk said:
I was on a plan to put TBI on my 2F engine, but the engine was dying so I after I had purchased by MicroSquirt II Controller I determined I needed to put that on a shelf until I got a new engine installed.

Then I proceeded to to plan and build a SBC 350 from scratch. Started with a 1973 Chevy block, flywheel, rods and QuadraJet carb.

I have put GMPP Bowtie cast iron Vortec heads (I call them Vortec II heads - used for oval track racing in many areas) and rebuild the Q-Jet carb. Added to this is a Comp Cams 4x4 cam which is designed for torque and gas mileage - not high rpms. This configuration will be my initial starting point.

AFTER (and I stress after) I get this system launched, I want to play with the TBI system on this rig. The cam I installed will work with TBI but is definitely better than OEM cams. TBI Heads do not flow very well, whereas the Vortecs to flow well.

I will not be using an OEM wiring rig, but will make my own. In the build process I will have the required sensors that TBI needs and which are defined by the MicroSquirt system. I will need a fuel pump/filter as well. I will need to have it configured so I can swap back to carb when I want to with minimal effort.

The MicroSquirt is neat in that is Table Driven firmware and those tables are configured via a Laptop. For me this is okay as I am system software and embedded software engineer.

TBI is nice in that there is NO float and crazy 4x4 off road angles will not interfere with fuel flow. TBI can work upside down, though the oil system of a SBC will not.

They make a Spreadbore manifold to TBI adapter, thereby allowing for experimentation.

A TBI V8 will have more power than a 2F, but like it is pointed out, not like a Vortec. This thread is giving you options and their costs, so you can make your own design decisions based on what you want and what you can afford.

Of all things: HAVE FUN WITH IT, and research your options

Read my build thread listed in my sig for the scope of work I am buying in resources and time - but I researched all that before starting. It looked like fun to learn (and I am) and get something I want

Like Elbert says: TBI will work well and it is not too costly. Later you can put better heads on it (like a vortec) and bigger Thorttle Bodies,. There is a WHOLE set of blogs out there that play with TBI. And it is Chevy - lots of them in bone yards and after market.


dougbert
Click to expand...

Sounds like you're building exactly the same thing I did. I ran the Comp Cams Extreme 4x4 roller lifter cam (1000 to 5000 RPM) with an Edelbrock dual plane intake on Vortec heads. I ran a Rochester for years and years before taking the plunge and using a highly modified TBI system. In the end it made more power than I had expected and used less gas then I expected. The TBI is cool, although I am very good with carbs and the Rochester still holds the MPG record vs. the TBI. When I build another one, it will have a Rochester. I'm old fashioned.
 
I have no first-hand experience with either, but I like TBI for the simplicity factor. Not just installation, but future ease of maintenance. I like that all the parts associated with the entire FI system can be carried with you in a shoe box.

If you would like to get more power out of the TBI set up, check out this guy's website for suggestions. Sounds like you could reliably make the same power as a newer vortecs with the right parts (not spending a fortune either). The TBI engine was deliberately under-built by GM, although I have no clue why. Anyway, it makes for some easy power mods :D

http://tbichips.com/?page_id=73
 
Heckraiser said:
I have no first-hand experience with either, but I like TBI for the simplicity factor. Not just installation, but future ease of maintenance. I like that all the parts associated with the entire FI system can be carried with you in a shoe box.

If you would like to get more power out of the TBI set up, check out this guy's website for suggestions. Sounds like you could reliably make the same power as a newer vortecs with the right parts (not spending a fortune either). The TBI engine was deliberately under-built by GM, although I have no clue why. Anyway, it makes for some easy power mods :D

http://tbichips.com/?page_id=73
Click to expand...

GREAT Link

I am saving that for future reference.
I can see that if I do TBI on this rig or another, I will read this website (tbichips.com) more than I did in the past.

Finding out OTHER'S research is a better way to learn and repeat and even outdo. Just like MUD does.

again a great page. I found some 350 mods I will do, like the exhaust recommended MODS
from his CAM recommendations it looks like my cam will do okay just as lehiguy has done.
Can't have too much valve overlap for TBI.


dougbert
 
I have spent a lot of time on that site and i don't even own a V8 or have immediate plans to get one :o
 
tclark said:
How difficult would it be to put TBI on say a 6.0 block?
Click to expand...

Summit makes intakes to go to carbs, which can then be adapted to TBI, but the gen III blocks don't have distributors. You can use the stock PCM to handle the spark, but I don't know how you could get a TBI system to read the crank signal from the 6.0L computer.

It does have a tach output, although it only reads like a 4cyl. If that's all it needs then you could do it, but you'd be running two parallel computer systems. Pretty complicated.

Besides the fuel injection system on the 6.0L is vastly superior to the TBI.

I suppose the right computer guy could use the injector drivers from the 6.0L PCM to drive the TBI injectors. If the impedance is compatible. It would have to be programmed from scratch. I think it would be possible. It wouldn't really make anything any better over the vortec system.
 
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